Upset with Degree wheel findings

crackedback said

Your math is wrong... no consideration for the BTDC opening event. Also you should be at 226 if measuring at .050, not 213. No way is the process done correct IMO. If it is it's just by luck.

Coming up short on duration - Most likely because the tappet wasn't on the cam after you went past max lift. You have to push it down in the bore lotsd of time to get it back on the cam surface.

In your case with the valve opening BTDC, here is the math. Intake Centerline = (duration ÷ 2) – IO

You need to COMPARE the numbers you see on the wheel to the values written on the cam card. In this case the intake open at 6 BTDC and the intake close at 40 ABDC. For 226* duration at .050

The problem that you have is that those numbers will move. If the intake opens at 12 btdc, it will close at 34... you still get the same TOTAL 226* but the phasing of the cam in relation to the crank is WAY off.

No way would I button it up and try to start it.

Click to expand...

I did it exactly as what Comp Cams listed in there instructions online except for the following, I set my indicator on a lifter face, I did it on both sides of the lifter instead of the spring retainer as Comp said to use in step 5.......

Step 2: Position the #1 piston at Top Dead Center (TDC). Attach the degree wheel to the balancer or crank socket, and install the assembly on the crankshaft. The crank may be rotated from either the front or from the flywheel end. Obviously, if the engine is in the car, you must rotate from the front. Remember, the greater the leverage, the smoother the crank rotation, and the more accurately you can rotate the crankshaft. Install degree wheel and pointer, and set the pointer to zero on the degree wheel. Note: Never use the starter to turn the engine while degreeing a cam. Step 3: Rotate the crankshaft opposite the engine rotation direction about 15-20 degrees. This will lower the piston enough to permit the installation of the piston stop in the #1 spark plug hole. Rotate the crankshaft clockwise until the piston hits the stop, and record the number indicated on the degree wheel. Next, rotate the crankshaft counterclockwise until the piston hits the stop from the other direction, and again record the number on the degree wheel. Step 4: Remove the piston stop after marking the two points on the degree wheel. Rotate the crankshaft to the midpoint of the two marks (this is determined by adding the two points on the degree wheel together, then dividing by 2). This point is TDC for cylinder #1.Without rotating the crankshaft adjust the degree wheel to read 0 degrees at the pointer. You are now ready to locate the intake lobe centerline relative to TDC. If you are not absolutely sure that your zero degree mark is set at TDC, repeat this procedure. This step is critical to proper camshaft alignment. Step 5: Attach the dial indicator to the dial indicator mount. Position the dial indicator mount so the tip of the dial indicator extension/plunger will contact the retainer of the intake valve. It is important that the indicator plunger be parallel to the valve stem. Any variance in the angle of the indicator will introduce geometric errors into the lift readings. Step 6: Rotate the crankshaft clockwise until the camshaft reaches maximum intake lift. At this point, the dial indicator will begin to change direction at the point of maximum lift. At this point, set the dial to zero. Step 7: Rotate the crankshaft counterclockwise until the dial indicator reads .100”. Next, turn the engine forward in the normal direction of rotation until the dial indicator reads .050” before maximum lift. Record the degree wheel reading. Step 8: Continue to rotate the engine over in its normal direction of rotation until the indicator goes past zero to .050” on the closing side of maximum lift. Again, record the degree wheel reading. Step 9: Add the two numbers together and divide by 2. The resulting number will be the location of maximum lift of the intake lobe in relation to the crank and piston. This is the intake centerline. For example: The first degree wheel reading was 100 degrees. The second reading was 120 degrees. These two numbers (100 + 120) added together will be 220. 220 divided by 2 will equal 110. Your actual intake centerline is 110 degrees. Verify that your measured intake centerline matches that listed on your camshaft specification card.

So please tell me what I did wrong!